Road-engine



'(No Model.)

H. H. BRIDBNTHAL.

ROA-D ENGINE.

No. 252,720. Patented Ja11.24,1882.

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3 Sheets-Sheet l.

(No Model.) 3 Sheets-Sheet 2.

H. H. BRDENTHAL.

EDAD-ENGINE.

No. 252,720. VPatented Jamr 24,1882,

(No Model.) 3 Sheets-Sheet 3.

H. H. BRIDBNTHAL.

ROAD ENG-INE.

No. 252,720. Patented Jan. 24', v1882.

INTTED STATES PATENT Ormea HARRY H. BRIDENTHAL, OF LATROBE, PENNSYLVANIA.

RAD-ENGINE.

SPECIFICATION forming part of Letters Patent No. 252,720, dated January 24, l82.

Application tiled June 2Q, 1881, (No model.) I

To all whom it Imay concern v Be itknown that LHARRY H. BRIDENTHAL, of Latrobe, in the county of iVestmoreland and State of Pennsylvania,have invented new and useful Improvements in Road-Engines; and I do hereby declare the following' to be a full, clear, and exact description thereof, reference being had to the drawings forming partof this specification, in which- Figure l is a perspective view of my im` `proved engine, parts being represented as broken away to show the construction of the gearing. Fig. 2 is a top or plan view. Fig. 3 is a rear elevation. Fig. 4 is-a sectionalelevation taken through the line g q, Fig. 2, and shows the clevices for protecting the gearing from the mud and dirt thrown up by the tracit consists in an improved carrying-frame and arrangement of main carrying-springs; in an arrangement of friction chain speedgears, whereby the relative speeds of the engine and traction-wheels maybe varied to suit the kload vdrawn and the condition ofthe road; in combination of eqnational gear and independent brakes, and in an arrangement of slotted detachable sides or wheel-covers.

Similar letters and figures of reference denote like parts ofthe machinein all of the drawings.

clhe engine and boiler of my machine are constructed o n the ordinary and well-knowr1 principles, hence need no special description here.

The boiler Wis ofthe ordinary vertical type. The engine proper, D, is also of the vertical type, and is firmly bolted to the forward side of the boiler with the cylinder end down, as

, shown, and as -low as possible, so as to bring the greater part of the weight of the whole machine as low as possible.

0n the ends of the main carrying-axle o are formed long spindles, on which are hung` loosely the spur drive-wheels m and m' and the traction-wheels E E. A suitable linchpin or a collar is rigidly attached to the spindle between said spur and traction wheels, and serves to keep them in place and apart. On the elongated outer ends ofthe spur-wheel hubs w are formed the radial outwardly-projecting arms S S, which are connected with the traction wheels by means of the links S. one end of which is connected with the hooksq q, bolted to the inside of the rim of the traction-wheel, while the other end connects with theeyebolts T5, which rest within a suitable sleeve, T, formed on the ends of the radial arms S'.

On the forward or opposite ends ofthe sleeves T, formed on the ends of the arms S from the links S and upon the elongated screw ends of the eyebolts v5 T5, are placed pairs of loose-fitting washer-plates, which emb-racethe rubber springs t' t'. The rubbersprings and washers are secured in place by nuts, as shown, so that Lthe power being applied to the traction-wheels through the medium ot' the wheels m,the arms S bear directly upon the springs i `i, which therefore receive and neutralize any circumferential shocks the traction-wheels may receive, while the links S S prevent the lateral shocks and wrests from affecting the wheel m, which is therefore prevented from being injured while` the m aehine is being run over rough and stony roads, thus overcoming one ofthe greatest difficulties heretofore met with in traction-engines-viz., the breaking of the gear-wheels.

` The middle part of the axle o is curved so as to bring the axis of the spindles forward, so that the greater part of the weight of thee machine will rest upon the traction Wheels, thereby relieving the steeringwheel B of all weight exceptjust sufficient to give it bite or hold upon the road to guide the machine without slipping, thus rendering the machine easy to handle.

On the top of the main axle o, near the inner ends ofthe spindles, are secured a pairof pedestals, G C, the lower ends of which are provided with suitable feet f or the purpose, while on the upper ends are formed spring-seats, to.

which are secured the springs l) P, which in turn support the boiler through the medium ofthe spring saddle-bracketsjff, securely bolted thereto. The upper ends of the pedestals C' C are connected by means of the arch-piece C, the ends ofwhich spring from the spring-seats, as shown. The arch piece C is also curved backward in the center to nearly correspond with the curvature ofthe axle o,so asto partly encircle the rear side of the boiler, as shown. The right-hand column, pedestal, or pillar C is curved inward near the top, as shown in Fig. 3, to allow-the chain h to pass. The axle o is connected with the boiler by means of the vertical slotted brackets oo, which are firmly bolted to said boiler and extend back far enough to embrace the axle within the slots in such a manner as to allow the boiler to swingfreely bothaf'erticallyand laterally. The middle ofthe arched connecting-piece C is also connected with the middle of the rear side of the boiler by means of the kceperU in a manner to correspond with the slotted brackets o o', so that the rear end of the machine swings upon the springs with the utmost freedom.

The advantages derived from the use of the columns orpedeslals C C arethat the springs being placed above the gearsm m', they can be set farther apart, giving a wider spring-base, saving room, so that a lwider boiler can be used without increasing the gage or distance between the traction wheels. Another advantage gaiued by this construction is that the springs are raised above the axis of the longitudinal center of gravity of thel machine.' Hence when the machine is tipped over to one side,as on alaterally inclined roadway, the upper spring. willbe brought nearest the vertical line of center of gravity. Hence the major part of the weight of the machine will be brought to bear upon the said upper spring, relieving the one on the opposite or lower side, thereby compressing the said upper spring and allowing the opposite one to expand', thus tending to bring the boiler to a vertical position.

lo opposite sides of the lower end of the qboiler are firmly bolted a pair of stout brackets, w w, in the outer ends ot' which are formed eyes to receive the rear ends of the braces D, D', and G. The forward ends ofthe braces D D are firmly secured to a pair of lugs formed upon thelower end of the castershaft sleeve A, while the forward ends of the braces G are connected in the samenianner with lugs formed on the upper end of said caster-shaft sleeve A. The forward end of the brace V is also connected with a suitable socket formedon the lower end of the sleeve A, while the rear end is connected with the boiler by means of a suitable socketbolted thereto. The sleeve A is thus held very rigidly andvin a position with relation to the boiler of about twenty degrees rearward inclination at the top. The real-ends of the braces D, D', and G, where they pass thrcngh the eyes in the brackets w w, are

threaded to some distance from the ends and nuts placed on both sides of said bracket-eyes, thus affording a very ready means of adjusting the angle of the caster-shaft sleeve A with relation to the boiler; also, for adjusting the inclination of the vertical axis ofthe boiler forward or backward, as may be desired.

Within the sleeve Ais placed ashort shaft, on the lower end of which is formed the large caster-yoke J, to which is pivoted the steeringwheel while on the upper end of said shaft is rigidly hung the worm-gear F, which gears with the worin Ion the shaft at. The forward end of the shaft av is pivoted to a curved arm springing from the sleeve A, while the rear endis pivoted to an arm, t4, on the right-hand side ot' the seat-casting t, which is rigidly mounted on the brace V, as shown.

The foot-board L is mounted upon and rigidly attached to the braces G and in convenient position with relation to the seat t. A person seated upon the seat t can by turning the crank K on the rear end of the shaft x and within convenient reach turn the axis of the caster wheel B to any position, and thereby guide the machine in any direction. The axis of the caster-yoke shaft heilig placed at a rear inclined angle from vertical, it is obvious that when the axis of the steeringwheel B is turned out of line with the axis of the traction-wheels, as in turning, only the rearwardly-inclined edge of said steering-wheel will rest upon the ground, thus giving it a better hold and preventing it from slipping or driving forward. The face of the steeringwheel B is made concaved, as shown in Figs. 2 and 3, in order to further overcome the tendency to slip laterally.

From the reansides ot' the pedestals C' C spring respectively a pair of curved arms,w, which connect with and support the sleeveY, as shown in Fig. 2. The sleeve Y, pedestals C' C', arms .r w, and the arch-piece C are all cast in one piece, and when bolted to the axle o form a strong yet comparatively light frame. The shaftp has bearing -within the sleeve Y, and upon the left-hand projecting end is rigidly secured the pinion n', which meshes with the spur drive-wheel m', while on the opposite end of said shaft is hung the equational or compensation gear, which consists of the bevel- 'wheel m2, hung fast on the shaft, the sprocketwheel g and the bevel-wheel m3 both running loose thereon. A bevel-pinion," a4, is hung within a mortise or recess in the web of the sprocket-wheel g, and runs loose-upon a radial p'in passing across said mortise, so that the said bevel-pinion will mesh in common with both the bevel-wheels m2 and m3.

On the back of the web of the bevel-wheel m3 is formed or is rigidly attached the spurpinion a, which meshes with and drives the spur drive-wheel lm, which in turn drives the traction-wheel E, as before described.

The power or motion being communicated to the sprocket-wheel g through the medi IOO um of the.l chain 71 it is obvious that the said force or power will be equally distributed tot the traction wheels b v the pinion a4, acting ou the prineiple of a balance-beam between the wheels mi* and m2. When the machine is run around c 'rves one wheel must necessarily travel farther than the other, when the pinion ai* will rotate on its axis, thus allowing the traction-wheels to rotate relatively at different speeds, vetremain tight in gearand assist in driving the machine.

On the main shaft c ofthe exigirle are hung fast the different-sized sprocket-wheels a and k, which are constructed tio receive the friction-chains t and t', which in turn run on c'orresponding steps on the friction cone-pulley e d, the faces or steps of which are turned smooth and true and each provided withfianges to prevent the chains from running ott'. The cone-pulley e d turns loosely upon a stout studshaft, r, firmly secured by the inner end within a sleeve formed ou the end of a strong bracket bolted to the side of the boiler.

To the outer side ofthe friction cone-pulley e d is formed or is rigidly secured the sprocket# wheel s, the plane of which corresponds with the plane of the sprocket-wheel g on the shaft p. A sprocket-chain, h, communicates motion tromthe cone-pulley e d and' sprocket sto the wheel g, one par: ofsaid chain passing beneath the main axle 0, as shown. The axis of the sprocket and 4pulley cl s is placed nearly on a horizontal line with the axis of the countershaft p, so that the tension ofthe chain It will pull nearly at right angles with relation to the motion or play 'of the boiler with relation to the axle o', so as not to interfere with the action of the carrying-springs P P.

rIhe chains t consist of a series of frictionpad links with hooks formed on the ends thereof in. such a manner as to receive the square links n4, by which they are connected, as shown in Figs. 5 and 5. The friction-pad or face part ofthe links t2 is made wider than the connecting-links at, and so as to nearly till the space between the flanges ofrthe cone-pulley c d. The bars of said connecting-links are thus formed to fit, and riveted in, as shown at a tt',

Figs. 6 and 7.

The composition filling in the friction-link faces has the advantage of preventing the chains from adhering to the face of the pulley too suddenly, which in starting the machine would cause unpleasantjerks.

The friction-chains t2 are run quite loosely on the pulleys when not tightened by the spools c, so thatv when the engine is ruiming they will glide around the pulley@ d without wear or friction. The sprocket-cone tt heilig about vertical above thesaid cone e d, the weightof the friction-chain will cause no tension. To the side of the boiler is bolted a stud-pin u, to which are pivoted by means of short sleeves the tightening-arms b and af, carrying the tighteningspools c and c', in such a manner that'they can be brought to bear against and tighten respectively the friction-chains t and t.

On the opposite sides of the arms b and u from the spool-studs are formed shortstuds, to which are connected respectivel the rear ends of the rods It and Q, while the forward ends of said rods are connected with the treadles N and O, pivoted to the foot-board L, and within convenientrench of the t'eet of the attendant when seated in the seat t. By thi-z construction the operator can by pressing lightly on either one ofthe treadles NO tight-- en and thus bringinto action the respectivelyconuected friction-chains, and can, when necessary, change or substitute one chain or gear for the other while the engine isttraveling.

In practice a number ot' different speed trains may be used. In most casesperbaps four would be sufficient. They maybe arranged so that, assuming the engine to have a regular motion, the machine wili travel at the rate of, say, one, two, four, and six miles per hour. It is obvious that there are many advantages to be derived from the usc ot' speed-gears, es-

,peeiallythe devices here shown, as' iu that the exigirle may bc kept running and the Vmachine may be started forward or backward from any position without danger of the engine stopping suddenly ou centers and necessitating the dangerous operation of starting or helping it to start by turning the tiy-wheel by hand.

In ruiming over smooth and level roads a fast speed may beused, and thus run as fait as the whole power et' the engine will drive the machine along; and when grades or rough places are encountered a slower speed may be instantly and without'stopping brought into action, thus augmenting the drawing force ot' the engine to suit thecircumstances.

The platform P2 is by any suitable means strongly attached to the lower end of t he boiler or to parts connected therewith, and extends some distance behind said boiler for the person toI stand upon who attends the tire, and also to some distance forward ot' the engine for standing-room and to protect the said engine from mud anddnst from the road.

`To the outer edges of the platform P2 is detachably connected by means ofthe hook-brackets 194194 the wheel-cover M, the edge of which is provided with a curved projection, M', which extends over the wheel, as shown, to prevent said wheel from throwing dirt into thel gearing IOS IIO

whenthemachineisrunning. Thewheel-cover M is provided with a slotted opening,'which a1- lows it to' pass down between the gears m a and the arms S', the before-mentioned slotted opening pas ing over the elongated hub w of said gear-wheel m, allowingr the hook P4 to rest upon the platform P2, as shown, while the npper edge is connected with the boiler by ay small rod. The slotted opening in the wheelcover is extended high enough to allow the axle andv wheel suficient vertical play to accommodate the action of the springs. In order to cose the slotted opening in the wheel-cover, I previde a sliding disk, fi', formed of thin wood'or of metal, and of a size somewhat longer and wider than the said slotted opening, and provided with a hole near the end alittle larger than the hub ze', over which it is placed, as shown in Fig. 4. If the cover i be of wood, it can be made in two parts, the division arranged to cnt the hole therein, so that the parts can be placed together upon the hub and secured by means of cleats or otherwise. The disk fi extends down a little below the edge of the platform P2, and is held loosely in place against the inside of the wheel-cover M by means of hooks or ledges in such a manner as to hang loosely upon the hub or sleeve fw, vibrate vertically therewith, and allow the said wheel-cover to be raised upward until it slips clear of the ledges or hooks. The wheel-cover may be thus removed entirely when necessary. Only one side of the machine is here shown as provided with a wheel cover or guard. lt is, however, in practice necessary' to provide covers for both wheels. v

It is evident that to handle with safety so unwieldy a machine as a traction-engine must necessarily bea reliable brake device is of the utmost importance. Again, it is evident that brakes constructed in the ordinary way with brake-shoes applied to the faces of the tractionwheels, which must necessarily be sup plied with cleats or be otherwise roughened, would hold in a very irregular manner, hence would be unreliable except for the purpose of stopping quickly, as in descending grades. In order to overcome these dificulties I provide two sets of separate and independent brake-gears. One set is arranged with ordinary brake-shoes applied to the faces of the traction-wheels, while the other set is arranged to attain the desired result by means of brakeshoes applied to friction faces formed on or attached to the principal wheels of the equational gear.

To the lower edges ofthe arms :v are hung in suitable eyes or bearings the brake-bars h5 and ha. rlhe righthand lrirojectingend of the bar h6 is curved around so as to clear the sprocket-wheel g, and down beneath the friction-face b5 on the bevel-wheel m3, where 011 the. end is mounted a suitable brake-shoe arranged to be brought to bear against said fric-. tion-face b5, while the right'hand end of the bar h5 is curved directly beneath the opposite friction-face, b4, on the bevel-wheel m2, where it is also provided with a shoe arranged to bear against said friction-face b in the same manner. The friction-wheels b4 and b5 are formed by extending the respective webs of the equational-gear bevel-wheels mi and m2 and formintr a suitable face thereon.

On the opposite ends of the brake-bars hf and h are rigidly attached the upward-pro jecting levers a6 and a5, the upper ends of which are in turn connected respectively with the treadles b6 and b7 by means ofthe rods p5 and p0. The treadles bi and b" are pivoted to the foot-board L just beneath the forward part of the seat t and quite close together, and in such a manner as to oscillate on, or about on, the same axis, but relatively entirely in dependent of each other, so that the attendant may with one foot operate both treadles at the same time, and thereby apply the brakes to both the friction-wheels b and b5 at the same time, ,and thus retard the motion of both traction-wheels; or he may press upon either one of the said treadles, and thereby apply the brake to the respective friction-wheel and connected traction-wheel independentof the other. The objects of this arrangement of independentbrakes are to enable the pilot to lnore easily and effectively guide or steer the machine, especially in turning short curves on uneven ground, as in turning a curve against or up an incline-for instance, say to the lefthe can apply the brake to the left-hand tractionwheel. The action ofthe equational gear will transfer the greater part of thect'ective power ofthe engine to right traction-wheel, which will, as will be seen, incline the front of the machine to the left, and thus enable the steeringwheel to mount a steep incline with ease and without slipping.

To the under side of the platforml I2 are hung side by side and by 'means of suitable bearings the brake-bars k and k2. )n the outer ends of each are formed crank-arms, to which are pivoted suitable brake-shoes, as shown. The brake-bar k2 extends across beneath the platform, and on the opposite end is formed the lever c2, which projects upward through an opening in said platform. The other brake-bar only extends far enough beneath the platform to give it sntticient bearing, and is provided with a lever, e,corresponding with the lever @20u the bar k2, and which also extends upward through the before1nentioned same opening, as shown. y

To the foot-board L are pivoted the levers t5 and t by means of a single laterally-projecting stud bolted thereto. rlhe lower ends of the levers t5 and t, which extend some distance below the platform L, are connected with the top ends of the levers e and e2 through th'e medium of rods h and h2, as shown.

To the foot-board L and between the levers tandtis secured the arched segmentsz, which is notched on both sides or faces, as shown. The lever t5 is provided with a lipwhich engages with the teeth of said segment, while the lever t is provided with a swingingyoke, a2 ce,

ICD

IOS

pivoted thereto, thejiaw a2 of which is provided s2, as shown, so that either one ot' the levers and the respectively-connected brakes can be operated independently ot' the other; or the said yoke may be thrown over so that the jaws embrace the lever t5, as shown in Fig. 4, when both levers and both brakes may be operatedas one through the lever t5. The object of this brake-gear is more especially for a safetybrake, for the purpose of stopping quickly, as when in descending a grade themachine should become unmanageable, and for holding the wheelswhen theengineisbeingusedasamotor for driving other machinery, thus reuderingunnecessary the detach able stays and braces usually bolted to the wheels of mounted engines for the purpose of steadying `them when at work.

By combining independent brakes with equational 'gear in the manner shown I obvtain other important advantages, as, when it is desired to turn quite short with my engine, the pilot appliesthe brakes quite hard to one of the traction-wheels, so as to hold it fast; then by turning the steering-wheel so that its axis, if extended, would cut about where the fast traction-wheel rests upon the ground, and applying power to the traction-wheels, say, through the slowest gear-train, the machine maybe whirled around. The traction-wheel held fast by the brake will act as a pivot, about which the machine may be swung to any position.

It is obvious that the machine can be turned round in this way by running it back or forward, and that by backing around it can be turned on a space of much less radius than the` length ofthe machine.

'Having thus fully described my invention, what I claim as new, and desire to secure by Letters Patent, is

l. The combination of the curved axle 0,

pedestals C C', arch-piece C, sleeve Y, slotted brackets o/ o', keeper U, springs P P, and the boiler-W, substantially as and t'or the purposes herein specified.

2. The combination ot' the axle o, gear-wheel m, sleeve w', arms S, links S, and the traction-wheel E, substantially as and for the purposes herein specied.

The combination ofthe platform P2, slotted wheel-cover M, sliding` disk i', and the sleeve-hub w, all arranged,substantially as and for the purposes herein specified.

4. The combination of the arms S,' links S, eyebolts 15, sleeves T, springs t', and-the traction-wheel E, substantially as and for the purposesherein specitied.

5T The combination of the shaft v, sprocketcone a 7c, smooth cone e d, gear s, chains t t', tighteners c c', and the treadles N O, substantially as and for the purposes shown-and described.v

6. The combination of the boiler WV, brackets w, threaded rods D D Gr, brace V, sleeve A, and the caster J, substantiallyv as and for the purposes herein specified.

. 7. The combination ot' the caster J, wormgear F, worm I, shaft w', crank K, and the seat t, substantially as and for the purposes herein specied.

S. The combination ofthe equationa-l gearwheels 'm2 m3, friction-faces b4 b5 formed thereon, independent brakes h5 h6, and the treadles vZ1 117, substantially as and for the purposes herein specified.

9. The steering caster-wheel yoke-sleeve A, having a rearward inclination from vertical at the top with relation to the engine, in combination with the caster-Wheel B,provided with a circumferentiallyconcaved face, substantially in the manner and for the purposes shown and described.

Il. H. BRIDENTHAIn Witnesses:

D. L. CHAMBERS, M. BAssAT, Jr, 

